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CP Rail news Canadian Pacific Railway Company. Public Relations & Advertising Mar 17, 1982

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Bulk    En nombre
third   troisieme
class  classe
Return postage guaranteed
Canadian Pacific
Public Relations & Advertising
P.O. Box 6042, Station "A"
Montreal, P.Q.    H3C 3E4
CPRail H
Volume 12
Number 4
March 17, 1982
News
Longtime pals
true neighbors
By KEN EMMOND
WINNIPEG — Jim Walker got
off work a little bit before his
friend and neighbor Russ Mc-
Creedy — two months ahead of
him, to be exact.
Mr. Walker, the personnel development officer at Weston
Shops, closed out a 40-year career Feb. 5.
Mr. McCreedy, who is shop
engineer at Weston, began his
career in 1938, three years before
Mr. Walker joined the company.
He doesn't retire until April 8, but
he'll be joining Mr. Walker by the
time the golf courses open this
spring.
"Jim and I go out socially quite
a bit," said Mr. McCreedy, who
has golfed and curled with Mr.
Walker for over 30 years. "We
plan to do things together in our
retirement."
The two friends, both 60, live
within a kilometer of each other
in the west Winnipeg suburb of
St. James. They and their wives
curled as a foursome for many
years.
For years they have taken
turns driving one another to work.
In the Weston Shops administra
tion building they have been next-
door neighbors for the last four
years, with their offices side by
side.
Both were organizers for CP
Rail's centennial celebrations last
year. Mr. Walker was co-chairman
for Weston, and Mr. McCreedy
was site chairman.
"There are definitely mixed
feelings about leaving," said Mr.
Walker in an interview shortly
before his last day. "A lot of things
run through your head."
Mr. Walker started out as an
assistant agent at Winnipeg
Beach in 1941. Soon after, he was
transferred to Weston where, he
said, "I've worked in every office
in the plant except the wheel
shop."
Mr. McCreedy has worked as
a machinist, wheel shop foreman,
frog shop foreman, and value
analysis supervisor before he
became shop engineer in 1978.
He started as an office boy working on the blueprint machine
in 1938.
Both men served in the armed
forces during the Second World
War, Mr. McCreedy in the Navy
and Mr. Walker in the Air Force.
Veteran instructor: Karl Kreplin, training supervisor at Toronto Yard, has seen a lot of changes
in the 75-year-old apprenticeship program and is optimistic about its future. See page 4.
Railway copes with 'skills' shortage
In-house training program
produces skilled tradesmen
By TIMOTHY R. HUMPHREYS
MONTREAL — While many
Canadian industries now face an
acute shortage of skilled workers,
CP Rail is better able to cope
because it has been training
tradesmen   through   its   appren-
Tee time: Jim Walker tees off at Golf World, an indoor golf emporium, while Russ McCreedy, a longtime friend and neighbor, looks
on with envy.
Grain iosses
restrict
expansion
Two CP Rail officials, speaking
to separate Western Canadian
audiences, said that major railway expansion projects are dependent upon resolution of the
grain revenue problem.
CP Rail's Pacific Region Vice-
President, J. D. Bromley, told a
Canadian Industrial Traffic
League Conference in Vancouver
that the federal government initiative, announced by Transport
Minister Jean-Luc Pepin on Feb.
8, although significant, has not
changed the railway's financial
picture.
"We have no greater ability to
raise capital than we did a month
ago," Mr. Bromley said. "We will
remain constrained until such
time as improved grain revenue
begins to move into the financial
stream."
In Winnipeg, R. J. Shepp, general manager of the Prairie Region's operation and maintenance, said that while preparatory
work could go ahead, "the major
work at Rogers Pass — and the
(See "Rail" page 8)
ticeship program for the past 75
years.
Last year, 144 employees graduated as journeymen in the
seven craft classifications and an
equal number is expected to
complete four years of training
this year.
LENGTHY TRAINING
At present, 725 apprentices are
going through various stages of
their training. They follow in the
footsteps of thousands of other
railroaders who, since 1907, have
learned their trades with the
company.
The apprenticeship training is
conducted at the three main
shops, four diesel shops and nine
car  repair  facilities  across  the
system. Under the guidance of 18
supervisors of training, the apprentices go through 7,680 hours
of courses and "hands-on"
training.
The program is designed to
allow the employees to advance
at their own pace. They receive
a written evaluation every three
months which tells them how they
are progressing; the evaluation is
based on aptitude, work habits,
willingness to co-operate with
others, progress in learning skills
and general ability.
In each of the trade classifications,  the  apprentices follow  a
well   structured   curriculum   de-
(See "Hundreds" page 5)
 +~-+	
More about program, page 4.
Inside the News
When Bill Juzda retired recently as
a locomotive engineer after 35 years
with CP Rail, he may have ended his
railroading career, but the 61-year-old
former NHL defenceman, fondly
known as "The Beast", hasn't hung
up his skates. See page 5.
*   * %
An Ear on the Rail column reports the tale of the phantom
signaler on the famous Trans Canada Limited. See page 8.
^   ♦  ♦
In our coming issue we profile the winners of the 1981
system and regional safety awards which were recently
announced. Happy days: Mr. and Mrs. Orville McDonald recently celebrated
their 60th wedding anniversary. Mr. McDonald began with CP Rail as
a painter in 1916 and retired as a conductor in 1962. The McDonald's
received many cards and letters of congratulations including some
from senior railway officials.
Congratulations: Leopold Hu-
neault a machinist at Angus
Shops has retired after 41 years
of service.
'You must be the new man"
Warm wishes: Ephrem Deziel,
car foreman at St. Luc Yard, has
retired after 38 years of service.
Mr. Deziel has also worked as a
wrecking foreman on major derailments for many years.
Solution
(Cont'd from page 7)
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Book review
Ends Career: Leonard J. Nieckarz, district manager, marketing and
sales at Detroit, Michigan, recently retired after 39 years of service
with CP Rail. Mr. Nieckarz is seen here saying a few words at a
luncheon held recently at the Danish Club of Detroit. Some 120 friends
gathered to wish him and his wife, Adeline, luck and happiness.
'In Search of the K & P'
In Search of the K & P
By Carol Bennett and D. W. McCuaig
Juniper Books,
R.R. No. 2, Renfrew, Ont. K7V 3Z5
Price: $9.95
"In Search of the K & P" is a
115-page soft cover history of the
former Kingston & Penbrooke
Railway Company, which was
constructed in the 1870s and
1880s and eventually extended
from Kingston to Renfrew, Ont., a
distance of 166 kilometres.
The railway was an independent entity, promoted by Kingston
interests, until 1913 when it was
leased   to   Canadian   Pacific.   It
served as a feeder for CP Rail's
Montreal-Toronto main lines at
Tichborne and Sharbot Lake.
In the 1960s, declining traffic
resulted in the abandonment of
the section north of Tichborne,
but the lower half, now known as
the Kingston subdivision, is still
in use.
INTERESTING
The co-authors, Carol Bennett
and D. W. McQuaig, have put a
great deal of local research into
this interesting book, which can
best be described as a scrapbook
in print form.
J
It is replete with extracts from
newspapers and official reports,
interspersed with anecdotes,
reminiscences, photographs and
other graphics. Much of the
material is arranged in geographical order from Kingston northward; prominently-printed captions identifying each locality —
such as Mississippi, Robertsville,
Snow Road, etc., — facilitate
quick reference.
Omer LavallSe
Corporate Historian
and Archivist
Carman Sahan honored
IS
Winnipeg Carman Walter Sahan, seen at left, was recently
honored for his 20 years of dedicated service to the Ukranian Community of North Winnipeg.
Mr. Sahan, who started with CP Rail at Winnipeg in February,
1951, received the city's Community Service Award from Mayor
William Norrie for helping to build the Immaculate Heart of Mary
Ukranian Catholic School. For the past 10 years, Mr. Sahan has
sat on the school's board of directors and is now the school
administrator.
Above, The Most Reverend Maxim Hermaniuk, Archbishop
Metropolitain for Ukranians in Canada, also announces that Mr.
Sahan will soon be installed Knight of St. Gregory. This prestigious
award was issued by Pope John Paul II.
1
Like father, like SOn: Camille R. Denis, leading hand at Glen
Yard, began his career as a car cleaner in 1944. In the same year, he
was promoted to carman helper and in 1950 to carman. In 1980, he
was promoted to leading hand, a position he has held until his recent
retirement. He is seen here with his son, Stephane, a carman trainee
at St. Luc Car Department.
Retired: Alva Pearson, a clerk
in the general office at Chapleau,
has retired after 36 years of service.
NEWS
Manager, Employee Publications
Ron Grant
Editor,
Timothy R. Humphreys
Editorial assistant,
Lise Baillargeon
Correspondents,
Jane Mudry, Vancouver
Ralph Wilson, Calgary
Ken Emmond, Winnipeg
Stephen Morris, Toronto
CP Rail News is published every
three weeks in both English and
French forthe employees and pensioners of CP Rail. All letters and
enquiries should be addressed to:
The Editor, CP Rail News, Public
Relations and Advertising Dept.,
Windsor Station, Montreal, Que.,
H3C 3E4.
CPRailto Along the CP Rail mainline, near Hawk Lake and close to the
Ontario-Manitoba border, a large quarry provides first grade
ballast for the railway's right-of-way.
Although there are few visitors here, this isolated outcrop of
pre-Cambrian rock has enjoyed a fair share of history.
At the quarry's entrance, large enough to contain a town,
stands a monument similar to those erected to mark Canadian
historical sites.
Bordered with a leafy design, the cairn's bronze inscription
reads: "In Loving Memory of those who worked and died here.
The Sons of Martha."
In a different type-face below are two stanzas from a poem by
Rudyard Kipling, though he is not credited. They begin:
"The Sons of Mary seldom bother, for they have inherited that
good part;
But the Sons of Martha favor their Mother of the careful and
troubled heart.
And because she lost her temper once and because she was
rude to the Lord her Guest,
Her Sons must wait upon Mary's Sons, world without end,
reprieve, or rest.
Kipling's verses adorn mystery cairn
Calling of an Engineer
based on biblical tale
By NICHOLAS MORANT
(First of two parts)
"The Sons of Martha" came into being when seven past
presidents of the Engineering Society of Canada, all proud
members of their profession, gathered in Toronto some 60
years ago with a common purpose: to provide young Canadian
engineering graduates with a "ritual and obligation" somewhat
similar to medicine's Hippocratic oath.
Two of the seven were Canadian Pacific civil engineers: J. M.
R. Fairbairn, chief engineer, and
C. W. Ramsay, one-time chief engineer of construction. Also attending was a Professor Herbert
Haultain.
Another important person in
Toronto at the time, wasn't present at this conclave. Like an actor
standing well back in the wings
awaiting his cue to take the stage,
Harry Falconer McLean emerges
as one of Canada's most enigmatic and controversial figures.
Born the son of one of the
pioneers of the Dakota Territory
in the United States in 1883, Mr.
McLean dominated Canadian engineering for half a century. He
was a friend of Prof. Haultain and
In memory: This bronze plaque
is one of four bearing Kiplin's
verses on the Hawk Lake cairn.
a personal friend of Britain's poet
laureate Rudyard Kipling.
The consensus of the Toronto
meeting was to call upon the
services of Kipling to draw up the
oath because "everyone concerned felt that no one could put
it in better form nor have a deeper
insight into the meaning of such
a thing to engineers."
SEVEN WARDENS
By April, 1925, after a few modifications, the "Ritual of the Calling
of an Engineer" became an established reality and the "Corporation of the Seven Wardens", as
the engineers were now called,
was its custodian.
The ritual is based upon the
responsibility of an engineer for
the safety of others — the bridge
over which we all pass must surely be prepared for us by a man
qualified technically and spiritually — and takes its roots from the
Bible, of which Kipling was an
authority.
More specifically, some of the
basic allegory for the ritual came
from Luke, Chapter 10, Verse 36
onward. The story goes that
Jesus, in the course of his travels,
arrives in a small village and is
invited by two sisters, Martha and
Mary, into their home for rest and
refreshments.
Mary immediately settled down
at the feet of Jesus, obviously
spellbound by his magic personality. Bustling about the kitchen,
poor Martha was doing all the
lllliilSi
Mysterious monument: The Canadian passes the monument at Hawk Lake which bears a poem
about the Sons of Martha written by Rudyard Kipling.
work. Martha lost her temper,
went to the doorway and addressed Christ: "Don't you mind
that my sister has left me to do
everything by myself?" Further,
she demanded that he tell sister
Mary to come into the kitchen
and give a hand.
FOREVER DOOMED
According to scripture: "Jesus
answered and said, 'Martha, Martha, thou art careful and troubled
about many things, but one thing
is needful and Mary hath chosen
that good part which shall not be
taken from her."
The outcome of the exchange
was that poor Martha had to continue doing the work by herself.
It follows then that all  engi
neers must be "The Sons of Martha." They are forever doomed
to be the servants of the "Sons
of Mary."
Kipling wrote the poem about
the "The Sons of Martha" in 1907.
So, when called upon by the Corporation of the Seven Wardens
to establish an oath for graduating
engineers, he had most of his
homework done.
The spirit of Kipling's ritual is
considered a wholly personal
affair, but two items deserve attention.
• The Ritual of the Calling of
an Engineer reads:
"In the presence of my betters
and equals in my calling, I will
bind myself upon my honor and
cold iron, that to the best of my
CP Rail hauls U.S. aluminum shipments
VANCOUVER — CP Rail is
shipping aluminum slabs and ingots from a Washington state
smelter to Pennsylvania and Illinois as part of a new service.
Since the service began late
last year, 9,072 tonnes of the
metal has been shipped to eastern
processing plants through Canada, said Nelson Hughes, sales
representative with marketing and
sales here. The railway expects
to ship an equal number of tonnes
this way before the year is out.
"CP Rail's competitive pricing
and the fact that less interchanges
—which slow shipments—are involved when one railway handles
the goods most of the way, give
us the advantage over the U.S.
railroads," said Mr. Hughes.
The intermodal moves call for
the    9,075-kilogram    slabs    and
smaller ingots to be loaded on
trucks for a 32-kilometre journey
from Intalco Aluminum Corporation's Ferndale, Wash., smelter to
Sumas, B.C. The slabs are then
transferred, braced and strapped
on CP Rail bulkhead flatcars for
their trip eastward to either Emerson, Man., or Welland, Ont., two
of the railways gateways to the
United States.
At Emerson, the Soo Line Railroad, a subsidiary of Canadian
Pacific, moves the cars to the
Alumex Corporation's plant at
Morris, III. Shipments arriving at
Welland are handled by Conrail
which transports the cargo to
How Met Aluminum Company's
Lancaster, Pa., facilities. At both
plants the bulk aluminum is rolled
into sheets for sale in the eastern
United States.
Heavy load: A crew at Vedder Transport's Abbotsford, B.C.
warehousing facility load and brace 9,075-kilogram slabs of aluminum
aboard CP Rail bulkhead flatcars for shipment to eastern U.S. destinations. The work is part of a new service.
knowledge and power, I will not
henceforth suffer to pass or be
privy to the passing of bad workmanship or faulty material..."
At the conclusion of this oath,
the graduating engineer is presented a plain, iron ring which he
wears on the little finger of his
working hand for all time.
It is interesting to learn from
some of those wearing these rings
that at the outset they show appreciable rust deposits. After a
few years they appear to take on
a new consistency and the rusting
ceases completely. (In later years
wrought iron was replaced by
stainless steel to avoid rusting.)
• The cairn's inscription "In
loving memory of those who
worked and died here" tends to
indicate that an engineer was
killed at the site.
However, investigation by correspondence revealed that nobody connected with the Sons of
Martha knew of such a fatality;
many were unaware of the existence of the monument itself.
Parks Canada, which now handles historic sites, was also unaware of the cairn.
Charles Hyson, a retired electrical superintendent, now living
in Etobicoke, Ont., not only knows
all the answers about the Hawk
Lake cairn but tells of seven
others around the country. One
stands at the portal of the CP
Rail tunnel leading to Wolfe's
Cove from Quebec City.
All of these were the work of
one Harry Falconer McLean.
♦   ^   ♦
In our next issue we profile
Harry McLean and his involve-
ment with the Sons of Martha. Of carmen, blacksmiths
and other rail trades
The names of the different
trade classifications covered by
CP Rail's apprenticeship training
program could raise a few questions in the mind of a prospective
employee.
It has been decades since the
railway used horses, yet the company still has blacksmiths. And
what does a "carman" do anyways?
Here is a list of the seven
crafts and a few of the responsibilities of the skilled people who
occupy these positions.
• An electrician is responsible
for general diesel locomotive,
freight and passenger car wiring,
electrical wiring inside and outside of buildings and overhead
wiring. He also does motor field
and armature rewinding.
• In addition to general machinist work in machine shops and
on diesel locomotives, rail diesel
cars and mechanical refrigerator
cars, the machinist also does
oxy-acetylene and electrical
welding and repairs and tests
locomotive air brake equipment.
• A carman is responsible for
maintaining, repairing, painting,
upholstering and inspection of
all  freight and  passenger cars,
including their air-brake equipment.
• A boilermaker is charged with
the general inspection and repair
of steam generators and associated equipment on diesel locomotives, hydrostatic testing of
air reservoirs and the repair of
damaged locomotive body structures.
• A pipefitter does all the pipe
work on diesel locomotives,
freight and passenger car equipment including cutting, welding,
brazing, bending and flanging of
all piping. The pipes are part of
the equipments' steam, water,
fuel and compressed air systems.
• A blacksmith manufactures
metal pieces by punching, pressing, welding, forging and cutting.
He operates the forges and, in
addition to heat and electrical
welding, does such heat treatments to metal as annealing, tempering and hardening.
• A  sheetmetal worker,  on  the
other hand, manufactures lighter
metal objects, including tinware,
fabricated by cutting, soldering,
bending, forming, reaming, edging and other general sheet metal
processes. He is also responsible
for the testing and repair of
radiators.
'Scholarly prof
has witnessed
many changes
By STEPHEN MORRIS
TORONTO — When Karl Krep-
lin, training supervisor at the
Toronto Yard apprenticeship
school, talks about trucks he
doesn't mean the type that operate on the country's highways.
Karl is one of 18 special instructors across the system who
teaches railway apprentices and,
on March 6, celebrated 20 years
as an instructor.
"It's hard to believe that time
has passed so quickly," he said
in a recent interview. "I feel like
a school teacher, except my students have now become officers
and supervisors in the company."
Karl joined CP Rail in 1954 and
began instructing apprentices
eight years later in a converted
stable in the western section of
Toronto.
OLD DAYS
But the days of the converted
stable and classroom furniture
made by the car department have
given way to a modern classroom
and better equipment. Old movie
projectors, for example, have
been replaced by video-cassette
machines and otherteaching aids.
"In those days, heavy emphasis
was put on learning mathematics
because we built our own passenger and freight cars and locomotives," recalled Karl. "Now,
more emphasis is placed on
reading and understanding blueprints and drawings."
KARL KREPLIN
Karl proudly notes that the type
of apprenticeship training given
at CP Rail is unavailable in any
college or university.
"We are teaching people a profession that will, in many cases,
be their livelihood," he explained.
"To learn these trades you have
to come to the railway. We are
one of the few industries left that
have such programs."
The apprenticeships programs
at Toronto Yard cover carmen,
electricians, machinists and pipefitters.
Karl, whose manner and appearance is reminiscent of a
scholarly professor, says the future of the apprenticeship program is bright. "Today we see
employees who understand the
value of the program and look
upon it as a continuing education," he said.
Karl feels that the apprentices
from CP Rail are second to none.
The 850, or so, employees
who have graduated from Karl's
classes would probably agree.
Yard snow removal
A massive effort
by man and machine
was the largest snow clearing operation in
Toronto Yard's 19-year history and it called for ant
all-out effort by employees and equipment In
addition to the large contingent of workers, there
were snow-plows, front end loaders and a ballast
spreader, seen at right, from Smiths Falls. But some
of the tasks required patience and the familiar
broom. Julius laboni, a section foreman with the
extra gang, is seen at left with his confreres
cleaning out one of two wheel retarders in the
64-track marshalling yard. The yard, also
known as Agincourt Yard, can handle 3,300
rail cars daily and has a standing capacity
of more than 5,100 freight cars.
(Photos courtesy of The Toronto Star)
Star player: Retiree Bill Juzda was with the New York Rangers
(1941-48) before joining the Maple Leafs. Today he plays for charity
with the Manitoba Jets Oldtimers.
Juzda ends railway career
but hasn't hung up skates
ByKENEMMOND
WINNIPEG — When Bill Juzda
finished his last run between Winnipeg and Brandon Jan. 10, he
ended a 35-year career with CP
Rail. But the 61-year-old former
star NHL defenceman still hasn't
hung up his skates.
Bill joined CP Rail in 1941.
After a three-year wartime interlude when he flew RCAF Cansos
off Canada's east coast, he
became a locomotive engineer in
1947. For the past few years he
has been local chairman of the
Brotherhood of Locomotive Engineers.
Because of time off granted so
that he could pursue his hockey
Apprentice believes in good education
By JANE MUDRY
VANCOUVER — "The better
educated you are, the better job
you're able to do, the easier
you're able to do it, and the further you can progress," says 21-
year-old carman apprentice Leon
Pesklevits.
Leon has always had a strong
commitment to furthering his
education. He was in the academic program in high school and
planned to become a teacher;
however, during his final year at
high school the job outlook
wasn't promising. Instead, Leon
applied   for   the   apprenticeship
training program at CP Rail,
wrote the qualifying exam and
was hired as an apprentice carman in February, 1978.
VARIETY IN TRAINING
The training courses are structured to expose apprentices to
all aspects of the vocation.
illiiSl;;
■':>■■*: ji>
" ,
Hands-on training: Carman Lucciano Gatti and apprentice carman Leon Pesklevits (right) check a journal box on
a box car. Leon will be graduating as a carman in June after four years of training.
During the past four years,
Leon has been a car inspector
and a caboose carpenter; he has
worked in pre-shop inspection,
air brake shop, light and heavy
repair areas, train yards and the
regional mechanical office.
Rotation  to each job  is  normally done at three-month intervals   because,   according  to  Supervisor  of Training
Pat O'Shea.
"the   policy   is   to
move    apprentices
through the various
work   locations  so
that   they   receive
'hands-on experi-
I     ence' in the many
^**j*m*4     facets    of    their
craft."
A carman's role
is to "... inspect
and maintain rolling
stock handled by
CP Rail... He is
essential to the operation of train
yards because he
performs safety and
mechanical inspection of freight
equipment," he
says.
In our repair
shop, the carmen
maintain the fleet
and upgrade it to
meet the changing
requirements of the
transportation industry."
Although Leon will graduate
from the apprenticeship program
in June, this will not signal the
end of his education — only a
change in direction.
In addition to working full-time
for the railway, Leon has been
taking evening courses at Douglas College, and has earned partial first year credit towards his
Diploma in Business Administration.
RECALLS FIRST DAY
Leon originally enrolled in the
general arts program at the college and had nearly completed
his first year when he transferred
to business administration. He
made the switch because he believes a business education complements his long-term career
goals and will enable him to gain
a theoretical understanding of
personnel and management practices.
Leon looks back on his progress and recalls: "On my first day
on the job I changed a pair of
wheels on a car. I had to pour the
oil and carry things. I didn't know
what I was carrying or why.
"Today, when I change wheels
I know what I'm doing, why I'm
doing it and, most important, I'm
confident in my ability to do the
job properly and safely."
The soon-to-be carman views
his potential for promotion within
the railway as excellent because
of his qualifications and because
the managerial structure is designed to facilitate promotion
from within.
Program is 75 years old
Hundreds trained in-house
(Cont'd from page 1)
signed to teach them the skills
applicable to the work they do.
An equivalent of four hours per
work week is spent in the classroom with the balance of the
training on the job.
The trades covered by the
company program are electrician,
machinist, carman, boilermaker,
pipefitter, blacksmith and sheet
metal worker.
Al Brander, assistant supervisor of manpower development
for the mechanical department at
Windsor Station, said the goal of
the program is to meet the needs
of a changing workforce on the
railway. To date, the program has
proven invaluable.
"A great many industries in
Canada do not have any similar
type of training program and
have always hired their skilled
labor mainly to save the cost of
training. This has resulted in a
situation where there is now a
shortage of skilled workers in
most crafts," he said adding
many companies have to import
their skilled staff.
"CP Rail is one of the few companies in Canada that has been
continually    developing    skilled
manpower through  the apprenticeship program."
The number of employees admitted into the program depends
on the number of positions Mr.
Brander's department predicts
will be available in each craft a
few years down the road.
Such factors as attrition and
railway expansion come into play
when making this forecast, he
said.
The apprenticeship training is
available to men and women who
meet the program's basic eligibility requirements. The candidates:
• Must be able to read and write
English (or French in Quebec).
• Must have successfully completed Grade 10.
• Must pass a mechanical aptitude test.
• Must pass a physical administered by a company approved
medical examiner.
The applicants will then be interviewed either by the supervisor of training, the employing
officer or a senior shop supervisor to ensure they understand
the nature of the work as well as
the responsibilities. The applicant's name is then placed on a
waiting list until a position becomes available.
Mr. Brander said the chances
of getting into the program also
vary by region.
"In Montreal, for example, the
waiting list is quite long because
there is a low turn-over of employees here," he said. "In the
West, it is a different story.
"There, the labor base is
limited and much competition
exists between companies for
skilled labor. The result is a much
higher turn-over rate and, in
turn, a greater opportunity for an
eligible candidate to get into the
program."
career Bill only completed 35
years of service last fall.
He spent the 1940-41 season
in the minor leagues with the Philadelphia Ramblers, and joined
the New York Rangers in 1941.
In 1948 he moved to Toronto. As
a Maple Leaf, he twice experienced one of the greatest thrills
any hockey player can have —
winning the Stanley Cup.
"This is the ultimate, if you win
the Stanley Cup," says Bill, known
during his NHL years as "The
Beast."
But, he added, "another thing
that comes close is when you're
playing for your country. You feel
10 feet tall out there when they're
playing your national anthem."
Bill continued playing and
coaching in the minor leagues
after he retired from the NHL in
1953.
"I can't remember the last year
I played organized hockey, but I
do remember I was about 50 years
old," he says.
Terry Hind, who was president
of the Winnipeg Maroons in the
early 1960s, says Bill Juzda was
"the most exciting player I've ever
watched."
"After we toured Czechoslovakia in 1961, a really hard body-
check became known as a 'Juzda
check' over there. But he was
more than just a hitter. He was
a fine, all-round player. A good
skater. An excellent passer. He
would have been just as big a star
today as he was back then."
What does Bill Juzda, an ace defenceman in his day, think of today's top forward Wayne Gretzky?
"If you watch Gretzky closely,
you'll notice that nine times out of
10 he goes to his left," says Bill.
"Then he makes that turn ... and
the defence always seems to back
off. I don't know why they don't
go with him, stay close and take
away that room they give him?
"Mind you, there's no way
you're ever going to shut down
a scorer like Gretzky no matter
what you do ... But as an old
defenceman, I wish they'd make
him work a little harder for some
of his points."
As recently as the early 1970s,
Bill would occasionally skate with
the Winnipeg Jets, at the same
time giving the former World
Hockey Association team some
volunteer help in coaching the
defence.
He also plays about 10 games
a year for charity with the Manitoba Jets Oldtimers. Dow W. Alexander, manager track/
train dynamics, mechanical dept.,
Montreal; Joseph B. Allen, regional
manager, intermodal services, Vancouver; Jacques Arpin, supervisor
expediting, materials dept., Angus
Shops; Glenn A. Ashcroft, conductor,
operating dept., Cranbrook, B.C.;
Edward E. Attwater, mobile checker,
CSC dept., Winnipeg.
Albert Baker, locomotive engineer,
operating dept., Winchester subdivision, Smiths Falls; Joseph Beaubien,
analyst, V.P. marketing & sales, Montreal; Fernand Beaudet, baggageman,
operating dept., Montreal; Gaston
Beaulieu, machinist, pneumatic brakes
workshop, Angus Shops; Cornelius
Berg, carman, car dept., Coquitlam,
B.C.; Albert P. Blais, locomotive engineer, operating dept., St. Luc Yard;
Louis Blais, laborer, shop dept., Sher-
brooke, Que.; Louis G. Boucher, carman, welder, St. Luc Yard; Armand
Boyer, laborer, sheet metals, Angus
Shops; David G. Bloxham, clerk, rate
& billing, operating dept., Kelowna,
B.C.; Sebestyen Brenner, assistant
stationary engineer, mechanical dept.,
Alyth Yard; Walter E. Bradfield, machinist, mechanical dept., Alyth Diesel
Shop; Bruno Brazmeier, electrician,
car dept., Toronto Yard; Marcel Bru-
nelle, carman, freight dept., Angus
Shops; George T. Bruton, carman, car
dept., Agincourt, Ont.; James S. Burnett, handler, operating dept., West
Saint John, N.B.
Harold R. Calvert, carman, car
dept., Port Coquitlam; Andrew Campbell, machinist helper, motive power,
Ogden Shops; George A. Carter,
assistant electrical supervisor, mechanical dept., Toronto; Robert G.
Cartwright, locomotive engineer, operating dept., Toronto Yard; Antoine
Charbonneau, machinist helper, diesel
erecting shop, Angus Shops; Frank
P. Chaskavich, shed supervisor, shed
operations, Lambton Shed; Romeo
Cicioli, supervisor, facilities planning
& development, mechanical dept.,
Montreal; John W. Clark, rail terminal
supervisor, operating dept., Kentville,
N.S.; William H. Clark, personnel
supervisor, operation & maintenance,
Vancouver; Jules W. Cote, locomotive
engineer, operating dept., Sault Ste.
Marie; Albert Crane, chargeman, motive power, Woodstock, Ont.; William
D. Crawford, assistant foreman, car
dept., John street, Toronto; James A.
Cumming, locomotive fireman, operating dept., Walkley Yard; Rene Cyr,
pipefitter helper, maintenance dept.,
Angus Shops.
*   *   >K
Camille Denis, leading hand, car
dept., Montreal Division; Ephrem Deziel, car foreman, car dept., St. Luc
Yard; Gaetano Di Pasquale, carman,
passenger dept., Angus Shops; Maxwell D. Donaghue, office supervisor,
operating dept., Sault Ste. Marie;
Barth Doucet, laborer, steel dept.,
Angus Shops; Joseph C. Drouin, conductor and trainman, running trade,
Ottawa; Mike Dudar, train dispatcher,
Sudbury.
Allan H. Flowers, general car foreman, car dept., Toronto Yard; Herbert
C. Foster, assistant foreman, car
dept., Angus Shops; Hiram S. Foster,
locomotive engineer, operating dept.,
Smiths Falls; Leighton W. Foster, locomotive engineer, operating dept.,
Moose Jaw; George M. Frazer, signal
maintainer, signal dept., Red Deer;
Camille Froment, upholsterer, car
dept., Glen Yard.
Roger Gagnon, yardman, St. Luc
Yard; Ernest J. Gaines, yard foreman,
operating dept., Windsor, Ont.; Elvio
Galasso, machinist helper, control
dept., Angus Shops; Laurent Garneau,
assistant foreman, M of W dept., Montreal; Paul E. Gelinas, trackman, M of
W dept., Trois-Rivieres; Raymond
Girard, section supervisor, Montreal
Wharf; Camille T. Godbout, locomotive engineer, operating dept., Ottawa;
Herbert E. Goodard, steamfitter, motive power, St. Luc Diesel Shop;
Roderick E. Grant, regional engineer,
vice-president's offices, Atlantic Region, Montreal; Glenn W. Greene,
conductor,   operating   dept.,   Moose
Last train: D. J. Whistance-Smith (left), locomotive engineer on
the Havelock subdivision has retired after 35 years of service. Many
divisional officers from the Toronto Division wished him a happy
retirement on completion of his last trip. Presenting him with a farewell
gift is A. A. Boyar, superintendent, Toronto Division.
Jaw; Czeslaw Gromadko, trackman,
M of W dept., Wynyard, Sask.
Alfred G. Haley, cost analyst, mechanical dept., Windsor Station; Paul
E. Hammond, carman, car dept.,
Windsor, Ont.; Percy M. Hannah,
sheet metal worker, sheet metal shop,
Angus Shops; Bernard Hardy, carman, car dept., Angus Shops; Ray M.
Harris, conductor, operating dept.,
Saint John, N.B.; David Hebert, carman, passenger dept., Angus Shops;
William J. Heye, terminal supervisor,
operating dept., Sault Ste. Marie;
John Hnatyshyn, yardman/yard foreman, operating dept., Saskatoon;
Michael Horan, stationary fireman,
building services, Montreal; Peter
Horbach, track maintenance foreman,
M of W. Dept., Wilie, Sask.;  Robert
E. Hotte, carman, mechanical dept.,
Sudbury; John W. Hughes, locomotive engineer, operating dept., Lambton, Ont.; Leopold Huneault, machinist, wheel & axle, Angus Shops.
Charles Ingram, locomotive engineer, operating dept., Alyth Yards.
Mervyn H. Jackson, trackman, operating dept., Toronto; S. B. Jamie-
son, track maintenance foreman, M of
W dept., Senlac, Sask.; Clement
Janusas, blacksmith, blacksmith dept.,
Angus Shops; Kenneth J. Jones, mechanical supervisor, chief mechanical
officer, Windsor Station.
Robert J. Kobitzsch, locomotive engineer, operating dept., Moose Jaw;
Michael Koschilka, relieving track
foreman, operating dept., Saskatoon;
Bohdan I. Kurdydyk, blacksmith, mechanical dept., Weston Shops; Frank
Kwiatkowski, carman, motive power
dept., Brandon.
Andre Lamy, carman, freight car
dept., Angus Shops; Rene Lamy, carman, freight car dept., Angus Shops;
Germain Lavoie, helper pipefitter,
passenger dept., Angus Shops; Philippe Leblond, assistant foreman,
freight car dept., Angus Shops; Edgar
Lefebvre, trainman operating dept.,
Ottawa; Raymond Lemarier, engine
cleaner, motive power, St. Luc Diesel
Shops; John I. Lillie, yard foreman,
operating dept., London; Sidney N.
Lingley, locomotive engineer, operating dept., Saint John, N.B.; Stanley
F. Little, inspector perishable, operating dept., McAdam, N.B.; Andrzej
Litwin, carman, mechanical dept.,
Weston Shops; Marcel Long pre, helper pipefitter, steel shop, Angus Shops.
Robert J. MacAulay, chief dispatcher & traffic supervisor, Preston,
Ont.; Claude Marchand, general
yardmaster, operating dept., Trois-
Rivieres; Michele Marino, car cleaner,
car dept., Vancouver; Albert Martel,
conductor, operating dept., North
Bay; Patrick J. McAllister, locomotive
engineer, operating dept., Revelstoke;
Matti Mielty, locomotive engineer, operating dept., Sudbury; Wilfred Moe,
carman, car dept., Winnipeg Division;
Steward E. Montgomery, machine
clerk, customer service centre dept.,
McAdam; Edward W. Moore, locomotive engineer, operating dept., London; James L. Munro, operator,
operating dept., Sicamous, B.C.; Roy
A. Murray, conductor, operating dept.,
Kentville, N.S.
Walter Nackoney, conductor, operating dept., Brandon, Man.; William R.
Nelson, locomotive engineer, operating dept., Parkdale, Ont.; John B.
Newton, unclassified laborer, mechanical dept., Moose Jaw.
Gerald O. Ogden, conductor, running trade dept., Cranbrook, B.C.;
Henry N. Osmond, yard foreman, operating dept., Moose Jaw; Albert
Ouimet, track maintenance foreman,
operating dept., Sainte-Therese, Que.
Oscar H. Paquette, trainman, operating dept., North Bay; George Pa-
quin, car cleaner, Glen car dept.,
Montreal; Robert C. Paul, assistant
supervisor, CSC dept., Sudbury;
Jonas Petrenas, assistant car foreman, mechanical dept., Sudbury; Paul
E. Pichette, blacksmith, tool dept.,
Angus Shops; Romuald Pineault, mechanical supervisor, Webbwood, Ont.;
Maurice Pitney, electrician, M of W
dept., Toronto Yard; Leonard Porte-
lance, conductor, operating dept.,
Schreiber Division.
♦ ^ >H
John Risavy, carman, mechanical
dept., Weston Shops; Arthur J.
Roberts, electrician, mechanical dept.,
Alyth Yard; Antonio Ross, storeman,
materials dept., Angus Shops; Gordon D. Ross, claims agent, general
claims dept., Vancouver; Martin L.
Ryan, locomotive engineer, operating
dept., Schreiber.
Anthony A. Schedlosky, assistant
roadmaster, M of W dept., Hardisty,
Alta.; Mike Scibak, yard foreman,
Winnipeg; Robert Sim, constable, investigation dept., Winnipeg; Norman
W. Skaley, operator, operating dept.,
Vernon, B.C.; Frank Smart, blacksmith, mechanical dept., Weston
Shops; Frank Smuin, mobile supervisor, Salmon Arm, B.C.; Cameron
Theodore Spec, dock superintendent,
operating dept., Little Current, Ont.;
Charles V. St. Germain, trainman, operating dept., Ottawa; George St.
Germain, track maintenance foreman,
M of W dept., Bentley, Alta.; Albert W.
Sabourin, locomotive engineer, motive power, Ottawa; Oren L. Stanley,
trainman, operating dept., Ottawa;
Alexander Stewart, conductor, operating dept., Minnedosa, Man.; John
Sugrue, yardman, operating dept.,
Glen Yard.
Marcel Tetreault, B & B foreman,
Montreal Division; Raymond C. Thi-
bault, leading track maintainer, M of
W dept., Digby, N.S.; Albert Threatful,
dispatcher, operating dept., Revelstoke; John Trach, carman, mechanical dept., Weston Shops; Steven
Trach, carman, mechanical dept.,
Weston Shops; Michael Tschekalin,
laborer, motive power, Sudbury;
George A. Turenne, section head,
materials dept., Weston Shops.
Lucien H. Valade, chief clerk,
freight Parkdale Yard Office, Ont.;
George E. Villeneuve, janitor, operating  dept., Trois-Rivieres.
Michael A. Wasslen, roadmaster,
operating dept., Saskatoon; Doris J.
Wiggle, tracing clerk, marketing &
sales, Detroit, Mich.; McKenny P.
Woolsey, yard foreman, operating
dept., Regina.
A job well done: Pete Sauchuk, supervisor, maintenance-of-way
shop at St. Luc Yard, has retired after 45 years of service. He started
with CP Rail in 1937 as a laborer, served in the 22nd Battalion of the
Royal Highlander Regiment in the Second World War, then held
various positions until 1975, when he was promoted to supervisor.
Mr. Sauchuk's next undertaking will be to building a country home
in Vermont for him and his wife Theresa to enjoy.
New career: Donald Fahey (right), director of purchasing at
Montreal, has retired with 44 years of service. Wishing him luck in
his new career, are J. M. Bentham (left), vice-president, purchases
and materials, and H. S. Robertson, manager of purchases.
A job well done: Geoff. Haley, cost analyst in the car engineering
office at Windsor Station has retired with 35 years of service. Mr. Haley
began his career as a coach carpenter and worked in various positions in the passenger and freight car departments. In 1955 he was
made a car inspector for new rolling stock equipment and in 1968 he
was promoted to supervisor of scheduling and estimating at Angus.
Mr. Haley was transferred to Windsor Station in 1972 as a cost analyst.
6 ill   ffij    m
Album triggers memories
We received the Family Day
Album in the mail and were
pleased to get it. What a great
year you had and you are to be
commended for the wonderful
parties you put on. We attended
the Family Day at Weston in June
and really enjoyed the crowd.
Collector
pleased
I am very happy to have received the Souvenir Centennial
Celebrations book, as I am a collector of many items.
I enjoyed the 100th celebration, meeting friends that once
lived here and enjoyed their experiences with CPR.
I must say Canadian Pacific did
everything in their power to make
it a happy event, and the eatables
were delicious. If everyone felt
the way I did, it was a great success.
My mother, Mrs. Eliza Lamond,
celebrated her 100th birthday
Dec. 2, 1981.
My dad Van James Lamond
worked for the CPR as a fireman
and locomotive engineer for many
years. He came out from Scotland in 1906 and mother and the
three children came later to settle in Moose Jaw.
Helen Burgess
Moose Jaw, Sask.
One hundred years is a long
time and our connection with
your company goes back almost
as long. We are not sure just
when our grandparents, Mr. and
Mrs. Sylvester (R. and A.C.),
joined the company but understand they came from Eastern
Canada to work for the CPR
when our mother, who was born
in 1879, was about three years
old. They were stationed at Camp
Sewell which we understand was
east of Brandon, Man., near
where Douglas now stands. We
believe they were both telegraphers at that time. In that early
time they made their homes in
box cars.
BECAME ILL
When the Winnipeg-Napinka
line was being built they went to
Rosenfelt Junction. When our
grandfather, who was a delicate
man, became ill and could no
longer work our grandmother
took over his job. When he
passed away the company let her
stay on duty there. As time went
by and business grew my grandmother felt she needed a lighter
load, so she was appointed the
station agent at Thornhill, Man.
She and her daughter, then 15 or
16, moved to Thornhill around
1895 and lived and worked in the
station there until she retired to
Victoria, B.C. in 1925.
Her daughter Violet and our
father were married and continued to live in Thornhill. From
OCCUPATION^)
PLEASE" O
4.^
MY NAME IS ONE OF THE FOLLOWING:
ERNEST D. PENNUIT
RENA T. HOSPERG
MY OCCUPATION IS:
Here's all you do:
Under this cartoon is a list of names. To find his or her occupation, solve the anagram of each of the names (i.e. by arranging
all the letters in each name) to spell out each occupation. Then
examine the cartoon carefully for clues and select the one occupation that is more appropriate to the illustration.
The answer is on page 2.
the time we were born the station
was our second home.
Our grandmother taught several young men, who later joined
the company, the telegraphy she
also taught both of us.
Walter, who is the elder, joined
the company shortly after leaving
school in 1922. He made it his
life's work and finished his CPR
career at Neepawa, Man. in 1968.
They have their retirement home
in Neepawa.
PROUD
Russell did not carry on the
telegraphy but went to Fort William (now Thunder Bay), Ont., in
1941 and went to work in the
roundhouse as a machinist's
helper. In 1960, when some of the
work was transferred to Winnipeg
and other points, he also transferred to Winnipeg where he
worked in the diesel shop until
he retired in 1972.
Walter's son Barry was a fireman for several years but has
given that up for other employment.
Russell's son has never been
employed with the CPR.
For such a small family we are
very proud of the great number
of years accumulated and the
long association with 'The Company".
Written by Jean Robson for
Walter C. Robson (Jr.)
Russell S. Robson (Jr.)
Morden, Man.
Mass Celebrated: Father Gabriel Fiflion celebrated mass aboard
the "P'tit Train du Nord" with the assistance of Conductor Andre
Verner.
Conductor Verner thanked
Religious service held
on P'tit Train du Nord
Before the disappearance of the "P'tit Train du Nord", an unusual
event took place.
On Sunday, June 21, 1981, I celebrated a mass on board. I was
assisted by Conductor Andre Verner, who was congratulated and
thanked by many of the passengers for permitting this religious
celebration.
With this letter and photo, I would like to let you know how well
your conductor gets along with people. He is a gentleman, courteous,
polite and has a very nice personality. It is indeed to the company's
advantage to have such a devoted employee.
Father Gabriel Fillion
Shawinigan, Quebec
Seniors' birthday sing-alongs
running out of new material
Since last May, my father-in-
law has been in the Centre d'Ac-
cueil Nazaire Piche (retirement
home) in Lachine (Quebec).
In June, I organized an evening
at the centre to honor those residents who celebrated their birthday in June. Given the success
that resulted, I repeated the same
type of evening in July, and so
forth.
The Wednesday closest to the
fifteenth is the time management
and I agreed to mark each
month's birthdays. I invite relatives and friends of the birthday
resident to join in the celebration. The centre's staff prepares
one, two or three birthday cakes
and some fruit punch as a snack.
JOINING IN
For my part, I liven up the evenings by singing, and wishing
them a happy birthday. After a
snack, I get everyone singing
Canadian folk songs, easy, modern songs.
Occasionally a resident, visitor
or staff member joins me in singing. We sing popular songs in
French and English.
My problem is that I'm just
about out of songs. If there are
any readers who have old records, songbooks or books of
poetry — in French or English —
and can lend them to me so I can
make copies, I will return them as
soon as I have finished with
them.
If the readers wish to donate
them, it would be my pleasure to
take them to the centre where
they would alleviate the residents' boredom. These are golden agers who ask only for a little
affection which I try to give once
a month.
Thank you in advance on behalf of myself and others who
welcome this affection. And don't
forget, when you send in books
or records, please include your
return address.
Denis Hebert
Public Relations
and Advertising
Room 433
P.O. Box 6042, Station 'A'
Montreal, Que. H3C3E4
Book about railways
sought by rail buff
I would like to know where I can obtain the book "Canadian
Railways in Pictures". This book appeared in the CP Rail News
issue of April 19, 1978. I have checked with corporate archives
and also with corporate library at Windsor Station, but to no
avail.
Maybe one of your readers can help me in locating the
publisher, which at that time was Douglas, David & Charles,
Vancouver, B.C. I have written this company but the letter came
back as no such address.
If any of your readers can help me in locating the publisher,
or the place where I can get hold of a copy, it would be most
appreciated.
Peter Budding
P.O. Box 212
Roxboro, Que.
H8Y 3E9 Prairie setting: The grain elevators at Beislker, Alta., 84 kilometres northeast of Calgary, make for a
picturesque photo at sunset. (Photo by Nicholas Morant)
Rail expansion will create jobs
(Cont'd from page 1)
many other investments aimed at
increasing capacity elsewhere in
Western Canada — must await a
resolution of the Crow problem."
Mr. Shepp told the Canadian
Barley and Oilseeds Conference
that the Rogers Pass project was
just a part of the railway expansion work needed in Western
Canada.
Railway needs in Western Canada include new locomotive repair facilities, a car repair and
covered hopper cleaning facility,
more capacity in main yards at
Calgary, Vancouver and Winnipeg, and new train control systems between Calgary and Edmonton, and between Winnipeg
and the Lakehead.
Although the more than $500
million Rogers Pass project is
enormous, Mr. Shepp said, "it
represents only seven per cent
of what CP Rail needs to spend
through the 1980s to expand its
BROMLEY
capacity and open up new opportunities for economic development."
Mr. Bromley had a similar message for his Vancouver audience.
Revenue shortfalls resulting from
mounting losses in transporting
export grain have increasingly
restricted the railways' ability to
invest in expansion to meet traffic
needs of the 1980s, he said.
"CP Rail and CN Rail expect to
spend some $17 billion in expansion through the 1980s."
Declining revenues mean
1982 a 'hang tough'year
MONTREAL — The biggest
challenge facing Canada's railways is the need to be properly
compensated for the handling of
grain in Western Canada, CP
Rail's executive vice-president
said here recently.
R. S. Allison told the Canadian
Railway Club that major expansions of both CP Rail and CN Rail
are needed if the forecast export
tonnage to the west coast is to be
handled efficiently in the future.
"In the absence of proper compensation for handling export
grain, the railways can't justify or
afford the necessary investments
to improve capacity," Mr. Allison
said. "It means that there's a lot
of major expansion work and
equipment purchases waiting in
the wings."
IMPACT
Noting that declining revenues
have carried over from the end of
last year into 1982, Mr. Allison
said: "This year is going to be a
hang-tough year — in everything
from motive power and cars to
furniture and paper clips."
Therefore, this issue has an impact far beyond grain and the railways, he said. "Clearly this is not
the time for the supply industry
to be silent. Instead, you should
be making your position on Canadian transportation known."
Although there are real signs
of movement on the part of the
federal government, he said, railways can't invest on the basis of
hopeful signs.
It doesn't matter how, when or
even if the grain issue is resolved,
he said. The railway's mandate is
to provide transportation at the
least possible cost.
"That, incidentally, is the name
of your game too," he told his
audience.
"We need your help, your thinking and your ideas. The bottom
line is this: What we buy from you
must enable us to be more productive. We have to be innovative
to keep our customers. The same
should be true of the supply
industry.
"In some areas you know what
we are looking for — such as
improved fuel-efficient motive
power. In other areas, our needs
might be less obvious. That's
where you come in, with some of
your ideas."
Canada is fortunate to have a
responsive and highly competent
railway supply industry, he said,
"an industry whose health is vital
to us. We need you; not just your
hardware, but your ideas too."
This investment is urgently
needed, he said, in meeting the
demands of the western economy
in this decade.
"Rogers Pass is simply the
most immediate and most visible
symbol of the railway capacity
problem. A variety of specific
projects across Western Canada
will be necessary because of
stepped up railway activity that
will result from increased capacity."
It is estimated that the construction phase has an employment value in excess of 6,000
man-years, Mr. Bromley said.
"When CP Rail handles the traffic volume after capacity is increased, it will mean up to 2,000
new full-time railway jobs in the
West."
D. S. Campbell has been appointed director, business analysis, Intermodal services, at Montreal. Mr. Campbell will assume
responsibility for all costing, revenue planning and financial analysis functions within Intermodal
services.
Frank Connolly has been appointed manager, expenditure
control, intermodal services, at
Montreal.
R. G. Naylor has been appointed senior system supervisor,
automobiles, damage prevention
services, at Montreal.
W. B. Kent has been appointed
supervisor, operations centre, at
Montreal, succeeding J. E. Du-
puis who transferred.
M. D. Apedaile has been appointed director-general, government and industry affairs at
Montreal. Mr. Apedaile will have
responsibility for the direction
and development of the company's public policy activities with
governments and industry groups.
B. E. Solomchuk has been appointed system supervisor equipment utilization, at Montreal, succeeding J. B. Hall who resigned.
J. C. Matlock has been appointed district manager, marketing and sales, at Regina. Mr.
Matlock will be responsible for
sales activities throughout the
Regina District, which has been
extended to include territory
under the former Moose Jaw
District.
[An ear to the ml)
 ^V—
PHANTOM SIGNALER
ormer special photographer Nicholas Morant doesn't require
much prodding to recall a tale about the railway and he delighted
the annual meeting of the Alberta Pioneer Railway Association
recently with a spooky yarn about
a phantom signaler aboard Train
1,   the   famous   Trans   Canada
Limited.
CP Rail News originally published a detailed account of the
tale by Nick back in October,
1977, but it certainly merits another mention.
It was New Year's Eve, 1924,
and Bill Snowdon was running
the train from Kamloops to North
Bend. The train was a bit late
and Bill was making up time so as
to arrive on the dot.
While going through the reverse curves east of Toketic Station, about 12 kilometres east of
Spence's Bridge, Bill heard two
distinct whistles on the train's
signal System ordering him to
stop.
Train 1 pulled into a nearby
siding. A bewildered conductor
walked up to the engine on the
north side of the train and denied
giving the emergency signal to
stop. He then ordered it to proceed.
Bill Snowdon started up the train and, as the headlight swung
around, he and his firemen were astonished when confronted
with another locomotive a few hundred metres down the main
line. Shrouded in its own steam on this sub-zero night, it had
no lights.
Inside the cab of the mystery locomotive, wrapped in blankets
and fast asleep, were the locomotive engineer and fireman. The
two crewmen had "booked rest" and pulled over onto a siding.
As they slept the locomotive inched forward through two
switches and travelled about 10 kilometres along the track.
To this day, no one knows who sounded the signal that night
on Train 1.
^   ^   ^
A sign in an industrial plant: In case of fire, pretend it's quitting
time.
^  ♦   ^
Harvest trains: Researcher Tony MacKenzie of St. Francis Xavier
University's history department is in need of information about
the Harvest Excursion trains that ran between 1890 and 1928.
Anyone with details about these trains can write to Mr. MacKenzie
at Box 72, St. Francis Xavier University, Antigonish, Nova Scotia,
B2G1C0.
^   %   ^
End of an era: The Pullman Transportation company announced
last month It will not re-enter the railroad passenger car building
field. Pullman has pulled out of the passenger car business in
1979, but indicated at the time it might come back if market
conditions warranted.
*  ^   ^
Making news: The views of former president and chairman
Norrls R. Crump and retired Winnipeg ticket agent Vic Lindquist
about the "excessive length" of hockey games were the basis of
a column in January by the Toronto Sun's Jim Coleman.
The two railroaders were responding to a previous column on
the subject which blamed the length of the games on senseless
brawling. Mr. Crump agreed saying the blame rests with the NHL
which has become too lenient in dealing with the problem.
"Since the NHL is not willing to enforce discipline, I believe that
the Criminal Code should be enforced on the Ice as it is on the
streets. The highly paid idiots who start fights should be
arrested," he concluded in his letter to Mr. Coleman.
Mr. Lindquist, who has been actively involved in hockey for
over 35 years as a player, coach and referee with international
experience, said that, apart from the brawling, many of the delays
are caused by goalies and defencemen "freezing the puck". He
added: "The reason that so many of those defencemen delay
the game by freezing the puck is... to conceal their own lack
of skill."
8

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